Control device for variable ratio transmissions



Oct. 24, 1939. a. FLEISCHEL 2,177,428

CONTROL DEVICE FOR VARIABLE RATIO TRANSMISSIONS Filed Feb. 28. 193B 41 4s 4s 2: Fig.1

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' of automobile vehicles and the like, of the type Patented oer. 24, 1939 PATENT OFFICE CONTROL DEVICE FOR VARIABLE RATIO TRANSMISSIONS Gaston Fleischel, Bleneau, France Application February 28, 1938, Serial No. 193,172

In France March 9, 1937 18 Claims. (01. 74-472) The present invention relates to control devices for variable ratio transmissions, and especially, although not exclusively, those for transmissions in which modifications of the ratio of transmission are controlled through the member or part which regulates the amount of power developed by the engine, this member being, as a rule, the throttle; pedal or the throttle lever.

In my prior Patent No. 2,051,553, filed July 6, 1934, I described a control device of this kind in which the change of gear ratio is produced by a servo-motor.

The object of the present invention is to pro-' vide a control device of thetype above referred to which issimpler than the device described in my prior patent above referred to and in par- I ticular which does not require the action of an external source ofenergy such as said servomotor, or at least greatly reduces the action of such an external source of energy.

Another object of the present invention is to provide a control'device adapted to utilize the usual means provided on automobiles or similar vehicles as the functional factors of the engine which cooperate, if need be, with the throttle for modifying the gear ratios.

It is thus possible to reduce the degree of the changes to be made in an ordinary vehicle.

The chief characteristic of the present invention lies in the fact that the member which controls the values of the ratio of transmission, and

upon which the throttle, or equivalent member is to act, cooperates with a return device, such as a spring, which tends to bring it into one of its extreme positions, the action of said return dethe driver can render inoperative, for instance near one of the limit positions of the throttle,'the action of said stopping device, this action being preferably only partial.

Still another characteristic of the invention is that, if an increase of the ratio of transmission,

that is to say a changing to a higher gear, is pro-' duced through the action of an external energy, the reduction of this ratio brings into play no energy other than the effort exerted by the driver.

Still another characteristic of the invention is mission, which can be maintained if necessary in my device, for passing to forward gear, reverse gear, or neutral, is adapted to act as a stop mechanism for the control device actuated by the throttle against the return mechanism, in such manner as to limit, at the driver's will, the number of characteristic positions that can temporarily be employed.

Still another characteristic of the inventionv is that the piece, connected with the member which controls the ratio of transmission, which cooperates as a stop withthe hand operated lever, is arranged to act as an indicator of the value of the ratio of transmissiomwhich is being used.

Still another characteristic of the invention is that, while the changing to a lower gear is produced by depressing the throttle pedal (during what can be called a secondary stroke thereof) for instance beyond' the position which corresponds to the engine developing its full power, which corresponds to a natural movement of the driver, the changing to a higher gear can be obtained only by a special movement of the throttle, which is given a particular disposition for this purpose.

Other features of the present invention will result from the following detailed description of some specific embodiment thereof.

Preferred embodiments of the present inven tion will be hereinafter described, with reference to the accompanying drawing, given merely by way of example, and in which:

Fig. 1 shows, partly in section and partly in elevation, a general embodiment of the control device according to the invention;

Fig. 2 is a detail view corresponding to a part of the mechanism;

Fig. 3 relates to the arrangement of an auxiliary control lever and of the indicator of the gear ratio, that is being used;

Fig. 4 shows a modification of the device according to the invention;

Figs. 5 and 6 show arrangements of control of a particular member.

The invention of course applies to any kind of transmission, as explained in my prior patent above referred to. For-the sake of simplicity, I will deal, in this case, merely with transmissions (the gear ratio of which varies either in a continuous or a discontinuous manner) in which passing from one gear to another one is obtained solely by the displacement by the driver of a single control member (for instance a lever The manner of action on the transmission of I the member for controlling the value of the transmission ratio is known. It is'therefore unnecessary to describe the transmission itself.

Fig. 1 shows, by way of example a general view of an embodiment of my invention.

The member which" controls the value .of the, ratio of transmission is shown at E.- Its operating" lever 64 can take a plurality of characteristic positions, to wit R, O, I, II, III, IV, corresponding to the various ratios of transmission, if the transmission includes a ous variation type, these characteristic positions might be as many would be the positions of the control member corresponding to the extreme ratios It will be supposed that, in all cases,R corresponds to reverse gear, to neutral, and I, II, III, IV to the forward gear ratios.

The dynamo which supplies the ignition current and" the lighting current is permanently driven by the engine of the vehicle and it is shown to the angular interval between two characterv 'istic positions, and 0.

a i. It is, for instance, through connecting at A, with its make-and-break B.

At C, I have shown the storage battery of the vehicle. 1 The throttle pedal D is mounted, in the usual manner, in such manner as to pivot about spindle rigid with lever 2 which, rod 2 and lever 4, actuates the carburetter throttle valve ,or in a general manner, the part which regulates the power required from the engine.

According to the present invention; the elements above mentioned are arranged as follows,

this specific arrangement being given merely by. way of example:

First, I arrange, in connection with the transmission control member E, a return spring 9 which tends constantly to bring it toward the extreme position R, and opposition to spring 9 .and which may have its action limited either to a single direction of movement or in magnitude, provided'that the limit value is higher than the action of spring 9. This stopping mechanism is for'instance made as follows: a

On any part which moves togethervwith control member E, I provide, for instance concentrically thereto, a ratchet wheel Hi, the teeth of which, such as I i, are of a length corresponding of an inclination such that a pawl i2, pivoted about stationary axis l3, can neutralize, tooth'after tooth,the action of spring 9. This pawlis maintained out of contact with wheel ID by a spring 18. But an electro-magnet F, of astrength higher than that of spring 18 is capable of engaging the pawl into the teeth of the wheel as soon as a sufficient current is sent through its winding. This ele'ctro-magnetF includes, in the usual manner. a. soft iron part i4, thev soft winding. The end of this core l5 comes to push pawl l2. The winding of the eectro-magnet is fed with current by dynamo A. However the feed circuit starts from point I'I, located on the dynamo before the make-and-break B, therefore on the storage battery.

.than the idling speed, pawl limited number of distinct ratios. If the transmission were of the continu-..

as it is'desired, and R and IV a stopping device acting in the other side of the This circuit may further be controlled by a switch such: as 33, if necessary. Under these conditions, as does not rotate quick enough for producing the normal current, the winding is fed with only a low current and its action is insufficient for overcoming the resistance of spring I8. Butabovea certain speed of. revolution of the engine, corresponding to connection ofthedynaniowith the battery, the winding comes into play and causes pawl I2 to be engaged in the teeth of. wheel l0.

The operation of zthereiore takes place-as follows:

this part of the mechanism As long as the engine runs, as is normal during thedisplacement of the vehicle, at a speed higher I i2, applied by electromagnet F fed by the'circuit of. the dynamo, maintains the existing ratio of transmission brought into play by' the parts which will behereinafter described. v I

But if the engine is running at idlingjspeed, for

which it can no longer supply any substantialwhich is no longer fed power, electro-magnet 'F,

allows pawl I2 to with current-from the dynamo,

I explain how this system can be corrected.

In order'to be able to increase the ratio of long as the dynamo connection l8 thereofwith 'be disengaged by'spring-18. ;Sprin'g 9 automati- I will transmission, that is to say shift to higher gear,

I provide, pivoted about the axis of member E,

.a lever 20, applied against a stop 10 and carrying, at its end 2|, a pawl 22, always applied against the teeth of wheel in by a spring such as blade 23. This pawl is arranged to cooperate with the teeth of wheel I0. But normally a stationary guide 24 brings it out. of action. This guide, which ismore especially shown by Fig. 2, in which the parts where it projects from the teeth are cross hatched, includes an inclined surface 6| which uncovers two successive teeth of the wheel. and this from the position of rest of pawl 22 (position shown by Fig. l). i

Lever 20 is actuated through a'connecting rod 25,, through a. suitable mechan sm. for instance operative by the suction of the engine in the following mannerr- A vessel having a deformable wall is constituted on the one hand periphery of which and the center of pipe 28 connects this vessel with the suction nine is caught a ainst wall 28 29 of the carburettor. When mechanism G is subjected to the suction existing in this pipe. the membrane is moved toward wall 26. It drives rod 25 and thereby causes lever 20 to rotate. During a first part of its displacement.

ber E has been brought into the next characteristic position (changing to a higher gear), de-

spite the actionof pawl I2, pushed by electromagnet F, the action of which, analogous to that of a spring, has permitted the movement in this direction. For every action of the suction, I

has turned through an, angle corresponding to a single tooth, and mem-fl 50. by'a rigid wall 26 and on the other hand by a flexible membrane 21, the

which is fixed t0 rod 25. A3

thus obtain the switching to the next higher gear.

Itshould be noted that apparatus G in the preferred form is not connected directly to pipe 29. As a matter of fact, owing to the presence of spring 32, which partly neutralizes the efiect of the suction, by pushing flexible membrane 21 away from wall 26, the displacement of pawl 22 can take place only when the suction assumes amovement of the throttle pedal and I proceed,-

for instance in the following manner:

The pivoting axis I of the throttle pedal D is fitted with a certain lateral play with respect to its support, in such manner as to enable it to slide along its axis. The foot portion 34 of this pedal is fitted with an edge or flange 35, which enables the driver to produce this sliding displacement by a lateral movement of the foot.

I may as shown by Fig. 1, arrange a lever 35,

pivoted about an axis 31, vertical in the drawing,

said lever cooperating with another lever disposed at right angles thereto and to the plane of the drawing, said second mentioned lever acting on distributing member H. v

' The distributing membenH is thus actuated by an axial displacement of spindle I.

This distributing member H includes a cylindrical body, in which can slide a slide-valve 39, provided with two piston elements 46 and 4|. capable of cooperating, one with an orifice 42 and the other with an orifice 43. Orifice 42 communicates with the suction of the engine, and orifice 43 communicates with the atmosphere.

Tube 26, which leads to mechanism G is never stopped by either of these two pistons. A spring 44 urges the slide valve toward the position'shown by the drawing in which position no suction is supplied to mechanism G.

The operation of this particular mechanism is the following:

When the driver exerts no lateral action on the throttle pedal, the mechanism G is not subiie'cted to the suction of theengine. There is no change to a higher gear, whatever-be the value of the suction. But if, by, a lateral action exerted on portion 35 of the pedal, the driver causes shaft 1 to slide axially, the slide valve 39 of the distributing member H, moved toward the left hand side of the drawing, allowsthe suction of the engine to act on membrane 21, by opening orifice 42 and closingoriflce 43. Underthe action of the suction, mechanism G causes a shirting to a higher gear. when the driver ceases to exert a lateral push on the portion 65 of the purpose, in which the member H is directly aligned withthe end of shaft I so that movement 7 throttle pedal, the whole comes back, under the eflect of spring 44, into the position shown by Fig. 1.x 5 t Fig. 5 shows a modified device for the same of shaft I inthe direction of its axis operates thevalve H. l

D is no longer provided with a projecting edge.

This edge 95a is carried by the end of a separate lever 61, pivoted for instance about fixed point 68. When the driver laterally pushes element 35a, he moves, in the opposite direction, the end 69 of lever 61 and it is suflicient to locate the distributing device H in a suitable position. opposite this end of lever 61, for causing the engine suction to act as above explained. But

the spindle l of the pedal no longer has an axial sliding displacement.

I will now explain how I obtain changing into lower gear. It is desired to obtain this through I a downward movement of the throttle pedal,

produced by the driver beyond the position that corresponds to the full power of the engine. It is therefore necessary, for this purpose, that the abutment placed on the carburetter in this position should not stop the throttle pedal. For this purpose, I arrange connecting rod 3 in such manner that it can slide in the knuckle 48 provided at the end of lever 4. Then said rod is provided with an abutment 45, a spring 46 and another abutment 41. In this way, the throttle, when it is stopped in the fully opened position thereof, permits a further movement (secondary stroke) of the throttle pedal by compression of spring 46. This arrangement is a modification of the system including a lever with a flexible blade described in my prior patent above referred to.

On the other hand, I provide, free to rotateon spindle l, a lever 49 one end 50 of which carries an adjustable stop 5| capable of cooperating, in a. position near. to the fully opened position of the throttle valve, with lever 2, or any other piece moving together with the throttle pedal. Beyond this position, lever 49 is driven by the secondary stroke of the throttle pedal, which is ward wheel I 9, is located half-way between two teeth when pawl I2 is applied against another tooth (position showri' by Fig. 1). This pawl 52 carries another abutment 56, adapted to cooperate with pawl l2 and capable of disengaging pawl l2' from the teeth of wheel I 0, when pawl 52 engages therewith.

The operation of this device takes place as follows:

As long as the driver does not use the secondary stroke of the throttle pedal, .thihgs occur, as above described, and only switching to higher gear is possible, as above explained.

If the driver uses the secondary stroke of the pedal, lever 2, coming into contact with abutment 5|, pushes the end 51 of lever 49 in such manner as to engage the nose 55 of pawl 52 with the teeth, which produces, through abutment 56, the disengagement ofpawl l2. Under the-action of spring 9, the ratchet wheel and member E turn through an angle corresponding to one half of a tooth in the direction corresponding to changing to lower gear (lower gear ratio). Then they are stopped by the nose 55 of pawl 52. At this time,

. the driver relieves the throttle pedal and permits it to return, which causes lever 49 to turn rearwardly, brings pawl 52 into inoperative position and brings pawl 12 into operative position,

under theaction of electromagnetr. Spring 9 can then turn the ratchet wheelthroligh anangle 1 corresponding to one half of a'tooth in the'same vdirectiomso that, finally, apparatus E'having lowergear, it is sufllcient to repeat the same opermoved through an angle corresponding to a whole tooth, has come into. the characteristic position corresponding to the next lower gear.

, If the driver wishes tov pass to still another contact with the extension "of the slide valve or the distributing device n (Fig. 1') and can cause a passing to a hlgher'gear.

Up to now I have spoken merely of passing into the next lower or higher gear. But this should be understood in a broad manner, as the inventinuously variable ratio transmission. As a p I th - releasing the throttle pedal or alternately byv tion might, for instance, be applied to a conmatter of fact,ifinthisflcase," I can choose, within whole possible range, a plurality of particular ratios of transmission,v as rium'erous'and close to each other as it may. be desired, to which correspond the characteristic positions of apparatus E. Therefore, therei's no discrepancy in the terms that are employed, 1

Up to now, the operationof the apparatus above described is the following: s v

Changing to a higher gear is obtained by wholly placing it into a particular characteristic position' (for instance sliding movement thereof in the axial direction ofv its pivot).

is limited to a'passing by the action of the'driver, to a lower gear Changing, to a lower gear I ratio, by depressing (secondary stroke) -the throttle pedal beyond thev position corresponding to maximum power. m

Automatic changing to an extreme lowest ratio oftransmission as soon as the speed of theengine drops below a minimum value (action of electro-magnet I and pawl i2). i

.It is necessary that the ratio obtained in this last-case should not necessarily be the extreme ratio, but should, on the l the driver. In any case,'at least reverse gear and tion, for instance owing to a lever, which can sector 59, lever 8 being supposed to have'been cut I, which is connected E through flexible transmission 6; vis provided with a projection 60 which prevents it the driver and passing into reverse neutral must not be the driver.

For this I, which it is possible utilized without the will 10f purpose, thefdriver can act upon a lever to fix in the des'iredposipenetrate into suitable notches, such as 58. These notches are visible in Fig. 3, which shows,'in plan view, the arrangement of flushwith the sector. Lever with member from moving, toward the left hand side of the drawing. beyond the position given to leverby in which it is held, for instance, by notches 58.

the engine slows down, the transmission from gear, merely by placing lever ;8 opposite mark 0. 1 And if the driver places lever I opposite mark I or mark sponding' to these "positions. t

that is engaged.

pedal is nearing contrary, be chosen by.

flexibility of this Y i changes made in the arrangement, disposition,

' the principle of It is thus possible to prevent, when II, the ratio oftrans- 'mlssion will never drop below'the values correr position thereof corresponding ally, lever 1 may constitute, as shown by Fig. 3, a device indicating the ratio that is utilized, since, for each change of gear, it moves together with member" E. And I may place, opposite said lever 1, a" band carrying indications corresponding to the position,-as shown-by-Fig. 3, so that the driver isalways exactly informed of the gear ratio Of course, the invention is not'limited to the embodiment above described. For instance,:the

electro-magnetic apparatus Fmight be replaced by any other suitable arrangement. The suction apparatus G might be given any other suitable form, and it might be operated by any other mo-' tive fluid, controlled by the distributing device H.

Likewise, pawls l2, and 52 might be given any other form. I

I may even, as shown by Fig. 4, eliminate the use of any external energy for passing to a higher gear. This possibility is of course limited to the case in which the displacement of member E,

- which controls the'ratio of transmission,requires but very slight efforts, which can be supplied by the return spring of the throttle. In this embodiment of theinvention, I make use, without modification, of ratchet wheel lfl'and its guide 24, of

lever 20' and its pawl 22, of pawlsl2-and-52 and of electro-magnet F. Lover 49' is arranged'in such'mann'er that it includes two abutments Sid and 53 which cooperate respectively with the throttle pedal D'when the latter is nearingits; extreme positions. It follows that when said its extreme lower position, lever 4! acts on pawl 52, exactly as in the ,ilrst 'described" embodiment. At the same time, pawl 22 is moved toward the left hand side of the drawing, on the" part of guide which rendersit inoperative. Therefore passing toa lower gear is not modified. And whenabutment 63 cooperates with pedal D, at the end of'the upward movement of the latter, lever 20 receives, through connecting rod-62 pivoted to the end, 51 of lever A9,

the driving impulse which, in-theyiirst described embodiment, was supplied by the suction mechanism G. Therefore, the changing to a higher gear takes'place in the same manner as above,

described, but without employing any external energy. L

It mayalsohappen that the effort necessary for actuatingthe control member E, which.determines the'value of the ratio of transmission, is. too high for being suppliedby the return spring of the throttle. I 1

In a general manner, while I have, in the above description, disclosed what I deem to be practical and emcient embodiments of the presentinvem, tion, it should be well understood that I do not.

wishto be limited thereto as there might be and form of the-parts without departing from the appended claims.

the present invention as compreengine, means for controlling the power supplied--- by said engine, said means being adjustable within an operative rangedisposed between twolimits at one of which said power is ,at a maximum while "at the other-it is .ata minimum, a ;mov-

ablel member for controlling thetransmission ratio of said transmission mechanism adapted to assume a plurality. of T characteristic positions. elastic means for urging said, member toward to a predetermined low gear, movable stop means for opposing, when in operative position, actuation of said transmission control member by said elastic means, means, operative by said power control means when the latter is in a position adjacent the first mentioned limit, for temporarily bringing said stop means out of action and for limiting the resulting movement of said transmission control member by said elastic means to a displacement into the next lower characteristic position, and means, responsive to the speed of said engine, for automatically bringing said stop means out of action when said speed drops below a predetermined value.

2. In a system including an engine, a variable ratio transmission mechanism connected to said engine, means for controlling the power supplied by said engine, said means being adjustable with-' in an operative range disposed between two limits at one of which said power is at a maximum while at the other it is at a minimum, a movable member for controlling the transmission ratio of said transmission mechanism adapted to assume a plurality of characteristic positions, elastic means for urging said member toward the position thereof corresponding to a predetermined low gear, movable stop means for opposing, when inactive position, actuation of said transmission control member by said elastic means, spring means for urging said stop means toward inactive position, means, operative by said power control means when the latter is in a position adjacent the first mentioned limit, for temporarily bringing said stop means out of action and for limiting the resulting movement of said trans mission control member by said elastic means to a displacement into the next lower characteristic position, a dynamo for said system driven by said engine, and an electro-magnet fed with current by said dynamo for normally keeping said stop means in active position and-allowing said stop means to come into inactive position under the action of said spring means when the engine speed drops below a predetermined value. p

. 3. In asystem including an engine, a variable ratio transmission mechanism connected to said engine, means for controlling the power supplied by said engine, said means being adjustable within an operative range disposed between two limits at one of which said power is at a maximum while at the other it is at a minimum, a rotatable mem ber for controlling the transmission ratio of said transmission mechanism adapted to assume a plurality of characteristic positions, elastic means for urging said member toward the position thereof corresponding to a predetermined low gear, a ratchet wheel rigid with said member, a pawl pivoted to a stationary part of the system adapted, when in active position, to cooperate with said ratchet wheel for preventing rotation thereof under the efiect of said elastic'means, spring means for urging said pawl toward the inac-' porarily bringing said pawl out of action and for limiting the resulting movement of said transmission control member by said elastic means to a rotation to the next lower characteristic position, a dynamo -Ior saidisystem driven by saidengine, and an electro-magnet fed with current by said dynamo for normally keeping said pawl in' active position and allowing said pawl to come into inactive position under the action of said spring means when the engine speed drops below a predetermined value.

4. In a system including an engine,- a variable ratio transmission mechanism connected to said- -a plurality of characteristic positions, elastic means for urging said member toward the position thereof corresponding to a predetermined low gear, movable stop means for opposing, when in active position, actuation of said transmission control member by said elastic means, means,

,operative by said power control means when the latter is in a position adjacent the first mentioned limit, for temporarily bringing said stop means out of action and for limiting the resulting movement of said transmission control member by said elastic means to a displacement to the next lower characteristic position, means, responsive to the speed of the engine, for automatically bringing said .stop means out of action when said speed drops below a predetermined value, and means for rotating said transmission control member in a direction opposed to that.

in which it is urged by said elastic, means.

5. In a system including an engine, a variable ratio transmission mechanism connected to said engine, means for controlling the power supplied by said engine, said means being adjustable within an operative range disposed between two limits at one of which said power is at a maximum whileat the other it is at a minimum, a movable member for controlling the transmission ratio of said transmission mechanism, adapted to assume a plurality of characteristic positions, elastic means for urging said member toward the posi tion thereof corresponding to a predetermined low gear, movable stop means for opposing, when in active position, actuation of said transmission control member by said elastic means, means, operative by said power control means when the latter is in a position adjacent the first mentioned said elastic means to a displacement to the next lower characteristic position, means, responsive to the speed of the engine, for automatically bringing said stop means out of action when said speed drops below a predetermined value, motive means for rotating said transmission control member in a direction opposed to that in which it is urged by said elastic means, and means for holding said motivemeans out of engagement with said control member when said motive means are not to be operated.

6. In a system including an internal combustion engine, a variable ratio transmission mechanism connected to said engine, a throttle valve for controlling the power supplied by said engine, said valve being adjustable within an operative range of movement having two limits at one'of which said power is at a maximum while at the other it is at a minimum, a throttle control for said throttle valve, a movable member for controlling the transmission ratio of said transmission mechanism, adapted to assume a plurality of characteristic positions, elastic means Ior urging said member toward the position thereof corresponding to a predetermined low 7 active position, act

' limitingtheresulting mission control'member gear, movable sto opposingswhenfin tion of said transmission control member by; said elastic means, means. operative by said throttle control when the latter is in a position adjacent that corresponding i for automatically -bringing said stopmeansout iii/action when said speed drops tle valve; a movable memberior controlling transmission ratio of said transmission mechanism adapted to assumes. plurality of characterfor urging said member toward the position thereof corresponding to a predetermined low-gear, movable stop means I below a predeterminedvalue; I

"I. In a system including an internal combustion engine, a variable ratio transmission mechanism connected to said engine, a throttle valve ior controllingthe power supplied by said engine,

said valve being adjustable within an operative range having two limits,at one or which, corresponding to full opening, said power is at a maximum, while at the other, corresponding to closed position of said throttle, it is at a minimum, a-movable throttle control for said throtistic positions, elastic "means for opposing, when active position, actuation Y of said transmission control member-by said elastic means, means, operative trol-when'the latter is in. a position beyond that corresponding tofull opening of the bringing said stop meanslimiting the resulting disber by said elastic means to next lower. 'characteristic position, and means, responsive to the enginespeed, for automatically bringing said stop means out of action when said speed drops erative range having istic. positions, elastic means member by said elastic means to a shifting to "to that in' which it is by said throttle conthrottle valve, ior temporarily out oi'action and for placement of said transmission oontrol mema shifting to the below a predetermined value. 8. Ina system including an internal combustion engine, a-variable ratio transmission mechanism connected to said engine, a throttle valve for controlling the power supplied by said engine,,s,aid valve being adjustable with n .anoptwo limits, at one of which, corresponding .to fullopening, said power is at a maximum, while at the other, corresponding to closed position of mum, a movable transmission ratio of nism adapted'to assume a plurality of characterfor urging said member toward the position thereof corresponding to a predetermined low-gear, movable stop, means for opposing, when in activeposition, ac-

tuation oi;-said transmission control member by said elastic means, means, operative by said throttle control when thelatter is in a positionbeyond that corresponding to full opening of the throttle valve, for temporarilybringing said stop means out of action and for limiting the resulting displacement ofv said transmission control the nextflower characteristic position, means,

responsive to the' engine speed, for automatimeans out of, action" I when said speed drops, below a'predetermined cally bringing said stop,

7 value, motive means for rotating said transmission. control member in a: direction opposed; urged by said elastic the said throttle, it is at a minithrottle control for said throt-, tle valve, '9. movablemember for controlling the said transmission mocha I was;

" means,

and means'lor holding said m'otive' means,

' when not in; operation, outoi engagement with tion engine, a variable ratio transmission mech-v anism connected to said engine, a throttle valve for controlling the power supplied-by said engine, said valve being' adjustable within an operative range having two-limits at one or which, corresponding to full "2. maximum, while at the other, corresponding to the closed position of said throttle, it is at a minimum, a movable throttle control for said opening, said power is at operated upon a variation throttle valve, a movable member for controlling the transmission ratio of said transmission me'chanism adapted toassume a plurality of characteristic positions, elastic means for Y urging said member toward the position thereof corresponding to a predetermined low gear, movable stop means ior'opposing, when inactive p'ositiomactuatio'n ,0! said transmission control member-by said elastic means,'means, operative by said throttle control when thelatter is'in a position beyond that corresponding to full opening or the throttle valve, {or temporarily bringing said step means out or action and forlimiting theresult-' ing displacement of said" transmission control member bysaid elastic means'to a shifting'to the nextlower characteristic positions, means,

"responsive to the cally bringing said stop; means out oi action when said speed drops below a predetermined value, motive means, operativeby the suction of said engine, for rotating'said transmission control member in a direction opposed to that in which it is urgedb'y said e1astic-means,=and

-means tor-holding said motive means, when not in operation, out of engagement with said transmission control member, so' as tolpermit displacement 01 said member by said elastic means,

ll-. In a system including an internal combustion engine, a. variable ratio transmission mechforcontrolling the power supplied by said engine,

said valve being adjustable within an operative 1 range havingtwo limits atone ofxwhich,Icorre-' sponding to full opening, said power is at a maxi; mum, while at the other, corresponding to the closed positionof said throttle-it is at a mini- I mum, a'movable throttle control for said throttle valve, a movable member for controlling; the transmission ratio of:-said transmission mechanism adapted to assume a plurality of char,- acteristic positions, elastic means ior urgingsaid member toward the position thereof corresponding to a predetermined low gear, movablestop means for 'opposing when in active position, actuation of said transmission control member by said elastic means, means, operative by said throttle control when the latter is in a position beyond that corresponding to lull "opening oi-the I throttle valve, for'temporarily bringing said stop 3 means out of action and for limiting theresulting displacement of said transmission control memberb said elastic means to a shifting to the next lowe t characteristic position, means, responsive to the engine speed, for automatically bringing v saidstop 'ni'eans out'oi ction when said drops below a; predetermin value, said engine ha meanscreating' a suction, motivetmeans,

engine speed, 'iorautomatioperative by the suction oi. the suction creating means, :ior rotating said 'trn control member in a direction opposed to that in which it is urged by said elastic means, means adapted to be operated by the driver 01 the system, for controlling the communication of said motive means with said suction creating means,. and

means for holding said motive means, when not. i'n operation, out of engagement with said transmission control member, so as to permit displacement of said member by said elastic means.

12. A combination according to claim 11 in i which said throttlecontrol is a throttle pedal, the means for controlling communication of said corresponding to full opening, said power is at a maximum, while at the other, corresponding to the closed position of said throttle, it is at a minimum, a throttle pedal for controlling said throttle valve, a'spring for urging said pedal toward the position thereof corresponding to closing of the throttle valve, a movable member for controlling the transmission ratio of said transmission mechanism adapted to assume a plurality of characteristic positions, elastic means for urging said member toward the position thereof corresponding .to a predetermined low gear, movable stop-means for opposing, when in active position, actuatlonof said transmission control member by said elastic means, means, operative by said throttle pedal when the latter is in a position beyond that corresponding to fully opening of. the throttle valve, for temporarily bringing said stop means out of action and for limitingthe resulting displacement or said transmission control member by said elastic means to a shifting into the next lower characteristic position, means, responsive to' the engine speed, ior automatically bringing said stop means out of action when said speed drops below a predetermined value, and motive means, operative by the displacement of said throttle pedal beyond the position thereof corresponding to the closing 01' the throttle valve, for rotating said transmission control member in a direction opposed to thatin which it is urged by said, elastic means, and means for holding said motive means, when not in operation, out of engagement with said transmission control member, so as to permit displacement of said member by said elastic means.

14. In a system including an'internal combustion engine, a variable ratio transmission mechanism connected to said engine, a throttle valve for controlling the power supplied by said engine, said valve being adjustable within an operacorresponding to full opening, said power is at a maximum, while at the other, corresponding to the closed position of said throttle, it is at a minimum, a movable throttle control for said throttle valve, a movable member for controlling the transmission ratio of said transmission mechanism adapted to assumea plurality of characteristic positions, elastic means for urging said member toward the position thereof corresponding to a predetermined low gear, movable stop means for opposing, when in active position, actuation of said transmission control member by said elastic means, means, operative by said throttle control when the latter is in a position beyond that corresponding to full opening of said throttle valve. ior'temp'orarily bringing said stop tlverange having two limits at one of which,"

means out of actionand for limiting the resulting displacement oi! said transmission control member by said elastic means to a shifting to the next lower characteristic position, means, responsive to the engine speed, for automatically bringing said stop means out of action when said speed drops below a predetermined value, motive means, operative by the driver of the system, for rotating said transmission control member in a direction opposed to that in which it is urged by said elastic means, and means for holding said motive means, when not in operation,

out of engagement with said transmission control member, so as to permit displacement of said transmission control member by saidelastic means. 7

15. A combination according to claim 14 furtherv including a part arranged adjacent said throttle control, for actuating said motive means.

16. A combination according to. claim 5 in which said motive means include apawl, means responsive to variations of at least one functional factor: oi the engine to operate said pawl, and a ratchet wheel movable together with said transmission control member, the teeth of said d'atchet wheel being so inclined) as to produce,

under the eflect oi the impulses imparted thereto by said pawl, a rotation in a direction opposed to that corresponding to the displacement of said control member by said elastic means. 17. A combination according to claim 1 further including means for determining the lowest characteristicposition below which said transmission control member cannotturn-when automatically released by the means responsive to the speed oi the engine.

18. A combination according to claim 1 further including means for determining, thelowest characteristic position below which said transmission control member cannot turn when auto- -matically released by the means responsive to the speed of the engine, and a part associated withsaid last mentioned means torindicating the gear that is actually in operation.

GASTON rmscnnn. 

